Tire

ABSTRACT

A tire includes a tread portion including a pair of shoulder main grooves and a crown region defined between the pair of the shoulder main grooves. The crown region includes a plurality of crown blocks. A ground contacting surface of at least one of the crown blocks is provided with a first sipe, a second sipe, and a third sipe. The first sipe, the second sipe, and the third sipe are connected with each other at one intersection.

TECHNICAL FIELD

The present invention relates to a tire suitable for off-road running.

BACKGROUND ART

Patent Document 1 listed below has proposed a pneumatic tire suitable for off-road running. In the pneumatic tire, improvement in durability performance and steering stability performance on a dry road surface is expected while maintaining off-road running performance by improving sipes provided in blocks.

PRIOR ART DOCUMENT Patent Document [Patent Document 1]

Japanese Unexamined Patent Application Publication No. 2019-006371

SUMMARY OF THE INVENTION Problems to be Solved by the Invention

There is a tendency that good ground contact of blocks on a road surface is required for tires designed for off-road running. In particular, when improving traction performance on a rocky road surface containing a large number of large stones, the above tendency is strong, and good ground contact of the blocks is further required. Therefore, sipes may be provided on ground contacting surfaces of the blocks.

Although the sipes increase the ground contact of the blocks, they may decrease pattern rigidity of the blocks, therefore, anti-wear performance may be impaired.

The present invention was made in view of the above, and a primary object thereof is to provide a tire capable of improving off-road traction performance while suppressing an excessive decrease in the anti-wear performance by improving shapes of the sipes.

Means for Solving the Problems

The present invention is a tire including a tread portion, wherein the tread portion includes a pair of shoulder main grooves and a crown region defined between the pair of the shoulder main grooves, the crown region includes a plurality of crown blocks, a ground contacting surface of at least one of the crown blocks is provided with a first sipe, a second sipe, and a third sipe, and the first sipe, the second sipe, and the third sipe are connected with each other at one intersection.

In the present invention, it is preferred that the first sipe, the second sipe, and the third sipe terminate at the intersection.

In the present invention, it is preferred that the first sipe, the second sipe, and the third sipe extend in different directions.

In the present invention, it is preferred that the first sipe, the second sipe, and the third sipe are connected with edges of the ground contacting surface of the at least one crown block, and the ground contacting surface of the at least one crown block includes a first surface, a second surface, and a third surface divided by the first sipe, the second sipe, and the third sipe.

In the present invention, it is preferred that an area (S1) of the first surface is larger than an area (S2) of the second surface and an area (S3) of the third surface.

In the present invention, it is preferred that the area (S1) of the first surface is not less than 0.65 times and not more than 1.45 times a total area obtained by adding the area (S2) of the second surface and the area (S3) of the third surface.

In the present invention, it is preferred that the area (S2) of the second surface is larger than the area (S3) of the third surface.

In the present invention, it is preferred that the area (S3) of the third surface is not less than 0.60 times the area (S2) of the second surface.

In the present invention, it is preferred that the first sipe divides the first surface from the second surface, and extends from the intersection to one side in a tire axial direction.

In the present invention, it is preferred that the second sipe divides the first surface from the third surface, and extends from the intersection to the other side in the tire axial direction.

In the present invention, it is preferred that the third sipe divides the second surface from the third surface, and extends from the intersection to one side in a tire circumferential direction.

In the present invention, it is preferred that the first surface is defined on the other side in the tire circumferential direction of the first sipe and the second sipe.

In the present invention, it is preferred that at the intersection, an angle between the first sipe and the second sipe, an angle between the second sipe and the third sipe, and an angle between the first sipe and the third sipe are different from each other.

In the present invention, it is preferred that each of the first sipe, the second sipe, and the third sipe includes a portion that is bent at an angle of 90 degrees or more.

In the present invention, it is preferred that only the first sipe, the second sipe, and the third sipe are connected with the intersection.

In the present invention, it is preferred that each of depths of the first sipes, the second sipes, and the third sipes at the intersection is not less than 0.10 times and not more than 0.30 times each of depths of the shoulder main grooves.

In the present invention, it is preferred that the first sipe, the second sipe, and the third sipe are connected with edges of the ground contacting surface of the at least one crown block, and each of depths of edge-side end portions of the first sipe, the second sipe, and the third sipe is not less than 0.10 times and not more than 0.30 times each of depths of the shoulder main grooves.

In the present invention, it is preferred that a maximum depth of the first sipe, the second sipe, and the third sipe is not less than 0.60 times and not more than 0.90 times each of depths of the shoulder main grooves.

Effects of the Invention

In the tire according to the present invention, the ground contacting surface of at least one of the crown blocks is provided with the first sipe, the second sipe, and the third sipe. Further, the first sipe, the second sipe, and the third sipe are connected with each other at one intersection. Each of these sipes configured as such, while maintaining the rigidity of the block, deforms the block centering on the intersection, thereby, ground contact of the block on a road surface is improved. Therefore, the tire of the present invention can improve the traction performance especially on a rocky road surface while suppressing an excessive decrease in the anti-wear performance of the crown block.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a development view of a tread portion of a tire according to an embodiment of the present invention.

FIG. 2 an enlarged view of a crown region of FIG. 1.

FIG. 3 a cross-sectional view taken along A-A line of FIG. 2.

FIG. 4 an enlarged view of a first crown block of FIG. 2.

FIG. 5 an enlarged view of a second crown block of FIG. 2.

FIG. 6 a cross-sectional view of a crown block passing through a first sipe and a second sipe.

FIG. 7 an enlarged view of a shoulder region of FIG. 1.

FIG. 8 an enlarged view of the crown region of Reference.

MODE FOR CARRYING OUT THE INVENTION

An embodiment of the present invention will now be described in conjunction with accompanying drawings.

FIG. 1 is a development view of a tread portion 2 of a tire 1 according to the present embodiment (hereinafter, may be simply referred to as “tire 1”). As shown in FIG. 1, the tire 1 of the present embodiment is suitably used as a pneumatic tire for SUVs which are expected to run off-road, for example. However, the tire 1 of the present invention is not limited to such an embodiment.

The tread portion 2 of the tire 1 of the present embodiment includes a pair of shoulder main grooves 3 provided so as to sandwich a tire equator (C), a crown region 4 defined between the pair of the shoulder main grooves 3, and a pair of shoulder regions 5 arranged on both outer sides of the pair of the shoulder main grooves 3.

The shoulder main grooves 3 extend continuously in a tire circumferential direction. The shoulder main grooves 3 of the present embodiment extend in a zigzag shape in the tire circumferential direction. It is preferred that a distance in a tire axial direction from the tire equator (C) to a groove center line of each of the shoulder main grooves 3 is not less than 0.20 times and not more than 0.30 times a tread width (TW), for example. The tread width (TW) is a distance in the tire axial direction from one of tread edges (Te) to the other one of the tread edges (Te) in a standard state.

The “tread edges (Te)” are axially outermost ground contacting positions of the tire 1 when the tire 1 in a standard state is in contact with a flat surface with zero camber angle by being loaded with a standard tire load. The standard state is a state in which the tire 1 is mounted on a standard rim (not shown), inflated to a standard inner pressure, and loaded with no tire load.

The “standard rim” is a wheel rim specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “normal wheel rim” in JATMA, “Design Rim” in TRA, and “Measuring Rim” in ETRTO.

The “standard inner pressure” is air pressure specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the maximum air pressure in JATMA, maximum value listed in the “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in IRA, and “INFLATION PRESSURE” in ETRTO.

The “standard tire load” is a tire load specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “maximum load capacity” in JATMA, maximum value listed in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in IRA, and “LOAD CAPACITY” in ETRTO.

It is preferred that each of groove widths of the shoulder main grooves 3 is 4% or more and 8% or less of the tread width (TW), for example. It is preferred that each of the groove widths of the main grooves is 5 mm or more and 15 mm or less, for example.

A land ratio of the crown region 4 is 50% or more and 70% or less, for example. Each of land ratios of the shoulder regions 5 is 50% or more and 70% or less, for example. Thereby, in the crown region 4 and the shoulder regions 5, an opening area of a groove portion is secured while rigidity of the land regions is maintained. Therefore, the anti-wear performance and the off-road traction performance are improved. It should be noted that the “land ratio” in the present specification is a ratio of the actual ground contacting area with respect to an area of a virtual ground contacting surface obtained by filling the grooves and sipes.

In the present embodiment, the land ratio of the crown region 4 is set to be larger than each of the land ratios of the shoulder regions 5. Thereby, protrusion of the crown region 4 when the tire is inflated is suppressed, therefore, uneven wear of the crown region 4 is suppressed.

In FIG. 2, an enlarged view of the crown region 4 is shown. As shown in FIG. 2, the crown region 4 includes a plurality of crown lateral grooves 6 each connecting the pair of the shoulder main grooves 3 and crown pattern elements 8 each defined between the crown lateral grooves 6 adjacent to each other in the tire circumferential direction.

The crown region 4 includes a plurality of crown blocks 9. The ground contacting surface of at least one of the crown blocks 9 is provided with a first sipe 21, a second sipe 22, and a third sipe 23.

In the present embodiment, each of the crown blocks 9 is provided with the first sipe 21, the second sipe 22, and the third sipe 23. In the present specification, a sipe means an incision having a width of 1.5 mm or less.

The first sipe 21, the second sipe 22, and the third sipe 23 are connected with each other at a single intersection 30. The first sipe 21, the second sipe 22, and the third sipe 23 terminate at the intersection 30. The first sipe 21, the second sipe 22 and the third sipe 23 extend from the intersection 30 in different directions. It should be noted that only the first sipe 21, the second sipe 22, and the third sipe 23 are connected with the intersection 30.

Each of these sipes configured as such, while maintaining the rigidity of the block, deforms the block centering on the intersection, thereby, ground contact of the block on a road surface is improved. Therefore, the tire of the present invention can improve the traction performance especially on a rocky road surface in particular while suppressing an excessive decrease in the anti-wear performance of the crown block.

Hereinafter, the configuration of various parts will be described in detail. The crown lateral grooves 6 extend at an angle of zero degrees or more and 15 degrees or less with respect to the tire axial direction, for example. The crown lateral grooves 6 of the present embodiment extend in the tire axial direction so as to include at least one bent portion.

Each of the crown pattern elements 8 is divided into a plurality of crown blocks 9 by sub groove s 10.

The sub grooves 10 include first sub grooves 11 and second sub grooves 12, for example. The first sub grooves 11 extend obliquely (upward to the right in FIG. 2) from the shoulder main groove 3 on one side. The second sub grooves 12 extend obliquely (downward to the left in FIG. 2) from the shoulder main groove 3 on the other side. The first sub grooves 11 and the second sub grooves 12 of the present embodiment are inclined to the same side with respect to the tire axial direction. The first sub grooves 11 and the second sub grooves 12 of the present embodiment extend obliquely so as to include at least one bent portion.

It is preferred that each of angles θ1 of the first sub grooves 11 with respect to the tire circumferential direction and each of angles θ2 of the second sub grooves 12 with respect to the tire circumferential direction is 30 degrees or more and 60 degrees or less. The first sub grooves 11 and the second sub grooves 12 configured as such are useful for suppressing pitch noise on a paved road while maintaining the off-road traction performance.

In order to further increase the above-described effects, each of the first sub grooves 11 and the second sub grooves 12 has a steeply inclined portion 31 connected with either one of the shoulder main grooves 3 and a gently inclined portion 32 having a larger angle with respect to the tire circumferential direction than the steeply inclined portion 31.

The sub grooves 10 include third sub grooves 13 each connecting one of the first sub grooves 11 and one of the second sub grooves 12 adjacent to each other in the tire axial direction. In each of the crown pattern elements 8, the third sub groove 13 of the present embodiment connects between the gently inclined portion 32 of the first sub groove 11 and the gently inclined portion 32 of the second sub groove 12. Further, the third sub grooves 13 cross the tire equator (C). The third sub grooves 13 configured as such provide frictional force in a different direction from the first sub grooves 11 and the second sub grooves 12 when running off road, therefore, off-road performance is improved.

The third sub grooves 13 are inclined in a direction opposite to the first sub grooves 11 and the second sub grooves 12 with respect to the tire axial direction. Each of angles of the third sub grooves 13 with respect to the tire axial direction is 10 degrees or more and 20 degrees or less, for example.

It is preferred that each of groove widths (W3) of the third sub grooves 13 is larger than each of groove widths (W1) of the first sub grooves 11 and each of groove widths (W2) of the second sub grooves 12. Specifically, each of the groove widths (W3) of the third sub grooves 13 is not less than 1.50 times and not more than 2.00 times each of the groove widths (W1) of the first sub grooves 11 or each of the groove widths (W2) of the second sub grooves 12. The third sub grooves 13 configured as such take in a lot of mud and dirt inside during off-road running and provide reaction force.

FIG. 3 is a cross-sectional view taken along A-A line of one of the third sub grooves 13 of FIG. 2. As shown in FIG. 3, in the cross-sectional view of the third sub groove 13, it is preferred that at least one of groove walls (13 a) of the third sub groove 13 is bent in a stepwise manner. In the present embodiment, the groove walls (13 a) on both sides of each of the third sub grooves 13 are bent in a stepwise manner. Each of the groove walls includes 3 or more and 5 or less convex portions 33, for example. The third sub grooves 13 configured as such provide large frictional force by edges of the convex portions 33 during off-road running. Further, the groove walls are useful for preventing mud, dirt, and the like from being retained in the third sub grooves 13.

As shown in FIG. 2, the sub grooves 10 of the present embodiment include fourth sub grooves 14 and fifth sub grooves 15. In each of the crown pattern elements 8, the fourth sub groove 14 extends from the first sub groove 11 or the third sub groove 13 to one side in the tire circumferential direction so as to be connected with one of the crown lateral grooves 6 adjacent on one side. In each of the fourth sub grooves 14 of the present embodiment, one of groove edges is continuous with one of groove edges of the first sub groove 11, and the other one of the groove edges is continuous with one of groove edges of the third sub groove 13. The fifth sub groove 15 extends from the second sub groove 12 or the third sub groove 13 to the other side in the tire circumferential direction so as to be connected with one of the crown lateral grooves 6 adjacent on the other side. In each of the fifth sub grooves 15 of the present embodiment, one of groove edges is continuous with the one of groove edges of the second sub groove 12, and the other one of the groove edges is continuous with the other one of the groove edges of the third sub groove 13. The fourth sub grooves 14 and the fifth sub grooves 15 are useful for improving off-road cornering performance.

It is preferred that the fourth sub grooves 14 and the fifth sub grooves 15 extend in a zigzag manner. It is preferred that each of groove widths (W4) of the fourth sub grooves 14 and groove widths (W5) of the fifth sub grooves 15 is smaller than each of the groove widths (W3) of the third sub grooves 13. Specifically, each of the groove widths (W4) of the fourth sub grooves 14 and the groove widths (W5) of the fifth sub grooves 15 is not less than 0.60 times and not more than 0.80 times each of the groove widths (W3) of the third sub grooves 13. The fourth sub grooves 14 and the fifth sub grooves 15 configured as such maintain the rigidity in the tire axial direction of the crown pattern elements 8, therefore, it is possible that an excessive decrease in the anti-wear performance is suppressed.

Each of the crown pattern elements 8 of the present embodiment includes four crown blocks 9 divided by the sub grooves 10 described above. Each of the crown pattern elements 8 includes first crown blocks 16 and second crown blocks 17 having different shapes of the ground contacting surfaces, for example.

FIG. 4 is an enlarged view of one of the first crown blocks 16. As shown in FIG. 4, in each of the first crown blocks 16, it is preferred that a length (L1) in the tire circumferential direction is larger than a length (L2) in the tire axial direction. In each of the first crown blocks 16, the length (L2) in the tire axial direction is not less than 0.50 times and not more than 0.70 times the length (L1) in the tire circumferential direction, for example. The first crown blocks 16 configured as such provide large frictional force in the tire axial direction, therefore, the off-road cornering performance is improved. Further, the first crown blocks 16 are easily and moderately deformed in the tire axial direction, therefore, they are helpful for improving the cornering performance on a rocky road surface.

FIG. 5 is an enlarged view of one of the second crown blocks 17. As shown in FIG. 5, in each of the second crown blocks 17, it is preferred that a length (L3) in the tire circumferential direction is smaller than a length (L4) in the tire axial direction. In each of the second crown blocks 17, the length (L3) in the tire circumferential direction is not less than 0.80 times and not more than 0.95 times the length (L4) in the tire axial direction, for example. The second crown blocks 17 configured as such improve the traction performance during running off-road while maintaining the anti-wear performance.

As shown in FIG. 2, each of the crown pattern elements 8 includes two first crown blocks 16. Further, these two first crown blocks 16 are arranged so as to be point-symmetrical to each other. Similarly, each of the crown pattern elements 8 includes two second crown blocks 17. The two second crown blocks 17 are arranged so as to be point-symmetrical to each other. The crown pattern elements 8 configured as such are useful for suppressing the occurrence of the uneven wear in each part.

The plurality of the crown blocks 9 includes minimum blocks 18 having the smallest ground contacting surface area among the plurality of the crown blocks, and maximum blocks 19 having the largest ground contacting surface area among the crown blocks 9. Thereby, the minimum blocks 18 are relatively easily deformed, therefore, retention of mud or dirt in the sub grooves 10 during running off-road is suppressed. In the present embodiment, the first crown blocks 16 correspond to the maximum blocks 19 and the second crown blocks 17 correspond to the minimum blocks 18. Each of the ground contacting surface areas of the minimum blocks 18 is not less than 0.80 times each of the ground contacting surface areas of the maximum blocks 19. Thereby, the uneven wear is suppressed in each of the blocks.

As shown in FIG. 4 and FIG. 5, in each of the crown blocks 9 of the present embodiment, each of the first sipe 21, the second sipe 22, and the third sipe 23 is connected with different one of edges of the ground contacting surface of the crown block 9. Thereby, the ground contacting surface of each of the crown blocks 9 includes a first surface 26, a second surface 27, and a third surface 28 divided by the first sipe 21, the second sipe 22, and the third sipe 23.

An area (S1) of the first surface 26 is larger than an area (S2) of the second surface 27 and an area (S3) of the third surface 28. The area (S1) of the first surface 26 is preferably not less than 0.65 times, more preferably not less than 0.73 times, and preferably not more than 1.45 times, more preferably not more than 1.36 times a total area obtained by adding the area (S2) of the second surface 27 and the area (S3) of the third surface 28. As a result, a block piece including the first surface 26 has a large rigidity, therefore, an excessive deformation of the block is suppressed.

It is preferred that the area (S2) of the second surface 27 is larger than the area (S3) of the third surface 28. The area (S3) of the third surface 28 is preferably not less than 0.60 times, more preferably not less than 0.66 times the area (S2) of the second surface 27. Thereby, the uneven wear of the second surface 27 and the third surface 28 is suppressed.

The first sipe 21 divides the first surface 26 from the second surface 27, and extends from the intersection 30 to one side in the tire axial direction. The second sipe 22 divides the first surface 26 from the third surface 28, and extends from the intersection 30 to the other side in the tire axial direction. The third sipe 23 divides the second surface 27 from the third surface 28, and extends from the intersection 30 to one side in the tire circumferential direction.

Specifically, as shown in FIG. 4, in each of the first crown blocks 16, the first sipe 21 extends from the intersection 30 to the left side, the second sipe 22 extends from the intersection 30 to the right side, and the third sipe 23 extends from the intersection 30 to the lower side. Further, as shown in FIG. 5, in each of the second crown blocks 17, the first sipe 21 extends from the intersection 30 to the left side, the second sipe 22 extends from the intersection 30 to the right side, and the third sipe 23 extends from the intersection 30 to the upper side.

The first surface 26 is defined (that is, arranged) on the other side in the tire circumferential direction of the first sipe 21 and the second sipe 22 (that is, the opposite side of the third sipe 23). As shown in FIG. 4 and FIG. 5, in each of the first crown blocks 16, the first surface 26 is defined (that is, arranged) on the upper side of the first sipe 21 and the second sipe 22, and in each of the second crown blocks 17, the first surface 26 is defined (that is, arranged) on the lower side of the first sipe 21 and the second sipe 22.

Each of the first sipe 21, the second sipe 22, and the third sipe 23 includes a portion that is bent at an angle of 90 degrees or more. The first sipe 21, the second sipe 22, and the third sipe 23 configured as such can provide frictional force in multiple directions and can exert excellent traction performance on a rocky road surface in particular. Further, each of the first sipe 21, the second sipe 22, and the third sipe 23 does not include a portion that is bent at an angle of less than 90 degrees. Thereby, the uneven wear of the ground contacting surface of the block is suppressed.

At the intersection 30, it is preferred that an angle θ3 between the first sipe 21 and the second sipe 22, an angle θ4 between the second sipe 22 and the third sipe 23, and an angle θ5 between the first sipe 21 and the third sipe 23 are different from each other. The angle θ3 is 115 degrees or more and 150 degrees or less, for example. The angle θ4 is 125 degrees or more and 155 degrees or less, for example. The angle θ5 is 80 degrees or more and 100 degrees or less, for example.

FIG. 6 is a lateral cross-sectional view of one of the crown blocks 9 passing through the first sipe 21 and the second sipe 22. As shown in FIG. 6, it is preferred that each of depths (d2) of the sipes at the intersection 30 is not less than 0.10 times and not more than 0.30 times each of depths (d1) of the shoulder main grooves 3. Thereby, the uneven wear in the vicinity of the intersection 30 is suppressed.

It is preferred that each of depths (d3) of the first sipe 21, the second sipe 22, and the third sipe 23 at a respective one of end portions 35 on a side of a respective one of the edges of the ground contacting surface is not less than 0.10 times and not more than 0.30 times each of the depths (d1) of the shoulder main grooves 3. Thereby, the uneven wear in the vicinity of the end portions 35 is suppressed.

It is preferred that a maximum depth (d4) of the first sipe 21, the second sipe 22, and the third sipe 23 is not less than 0.60 times and not more than 0.90 times each of the depths (d1) of the shoulder main grooves 3. Thereby, the anti-wear performance and the off-road traction performance are improved in a good balance.

FIG. 7 is an enlarged view of one of the shoulder regions 5. As shown in FIG. 7, each of the shoulder regions 5 includes a plurality of shoulder blocks 41 divided by a plurality of shoulder lateral grooves 40.

It is preferred that each of groove widths of the shoulder lateral grooves 40 is larger than each of groove widths of the crown lateral grooves 6, for example. It is preferred that each of the groove widths of the shoulder lateral grooves 40 gradually increases toward an adjacent one of the tread edges (Te), for example.

It is preferred that each of the shoulder blocks 41 is provided with a shoulder narrow groove 42 and a shoulder sipe 43, for example. The shoulder narrow groove 42 extends inward in the tire axial direction from the tread edge (Te) to terminate within the shoulder block 41. The shoulder sipe 43 extends from the shoulder narrow groove 42 to an adjacent one of the shoulder main grooves 3. It is preferred that the shoulder sipe 43 is partially bent, for example. The shoulder narrow grooves 42 and shoulder sipes 43 are useful for improving the off-road traction performance.

While detailed description has been made of the tire according to an embodiment of the present invention, the present invention can be embodied in various forms without being limited to the illustrated embodiment.

Working Examples (Examples)

Pneumatic tires of size 35×12.50R20LT having the basic pattern shown in FIG. 1 were made by way of test according to the specifications listed in Table 1. As a Reference, tires having the crown region shown in FIG. 8 were made by way of test. As shown in FIG. 8, the crown region of the Reference has crown blocks (a) each provided with a sipe (b) extending in the tire axial direction. It should be noted that the crown blocks (a) of the Reference are substantially the same as the crown blocks of the tires in Examples excluding the third sipes. The tires in the Reference has the same configuration as the tires in the Examples except for the above-mentioned configuration. The anti-wear performance and the off-road traction performance were tested. Common specifications of the test tires and the test methods were as follows.

Test vehicle: 4WD-car with a displacement of 3500 cc

Test tire mounting position: all wheels

Tire rim: 20×10J

Tire inner pressure: 260 kPa for all wheels

<Anti-Wear Performance>

The appearance of wear in the crown region is evaluated by visual inspection after driving the above test vehicle on a paved road for 20,000 km. The results are indicated by an evaluation point based on the appearance of the Reference 1 being 100, wherein the larger the numerical value, the better the anti-wear performance is.

<Off-Road Traction Performance>

While a driver drove the above test vehicle off road (on a rocky road surface), the traction performance was evaluated by the feeling of the driver. The results are indicated by the evaluation point based on the traction performance of the Reference being 100, wherein the larger the numerical value, the better the off-road traction performance is.

The test results are shown in Table 1.

TABLE 1 Ref. Ex. 1 Ex. 2 Ex. 3 Ex. 4 Ex. 5 Ex. 6 Ex. 7 Ex. 8 Ex. 9 Figure showing Crown region FIG. 8 FIG. 2 FIG. 2 FIG. 2 FIG. 2 FIG. 2 FIG. 2 FIG. 2 FIG. 2 FIG. 2 <First crown block> — 0.75 0.65 0.73 1.03 1.08 0.75 0.75 0.75 0.75 Area (S1) of First surface/ Total area of Second surface and Third surface <Second crown block> — 1.00 0.85 0.97 1.36 1.45 1.00 1.00 1.00 1.00 Area (S1) of First surface/ Total area of Second surface and Third surface Depth (d2) of Sipe — 0.20 0.20 0.20 0.20 0.20 0.10 0.15 0.25 0.30 at Intersection/ Depth (d1) of Shoulder main groove Anti-wear performance 100 100 101 100 100 99 100 100 98 97 [Evaluation point] Off-road traction performance 100 108 106 108 108 109 106 107 108 109 [Evaluation point]

As shown in Table 1, it was confirmed that each of the test tires improved the off-road traction performance while suppressing an excessive decrease in the anti-wear performance of the crown blocks.

DESCRIPTION OF REFERENCE SIGNS

-   -   2 tread portion     -   3 shoulder main groove     -   4 crown region     -   9 crown block     -   21 first sipe     -   22 second sipe     -   23 third sipe     -   30 intersection 

1. A tire comprising a tread portion, wherein the tread portion includes a pair of shoulder main grooves and a crown region defined between the pair of the shoulder main grooves, the crown region includes a plurality of crown blocks, a ground contacting surface of at least one of the crown blocks is provided with a first sipe, a second sipe, and a third sipe, and the first sipe, the second sipe, and the third sipe are connected with each other at one intersection.
 2. The tire according to claim 1, wherein the first sipe, the second sipe, and the third sipe terminate at the intersection.
 3. The tire according to claim 2, wherein the first sipe, the second sipe, and the third sipe extend in different directions.
 4. The tire according to claim 1, wherein the first sipe, the second sipe, and the third sipe are connected with edges of the ground contacting surface of the at least one crown block, and the ground contacting surface of the at least one crown block includes a first surface, a second surface, and a third surface divided by the first sipe, the second sipe, and the third sipe.
 5. The tire according to claim 4, wherein an area (S1) of the first surface is larger than an area (S2) of the second surface and an area (S3) of the third surface.
 6. The tire according to claim 5, wherein the area (S1) of the first surface is not less than 0.65 times and not more than 1.45 times a total area obtained by adding the area (S2) of the second surface and the area (S3) of the third surface.
 7. The tire according to claim 5, wherein the area (S2) of the second surface is larger than the area (S3) of the third surface.
 8. The tire according to claim 7, wherein the area (S3) of the third surface is not less than 0.60 times the area (S2) of the second surface.
 9. The tire according to claim 4, wherein the first sipe divides the first surface from the second surface, and extends from the intersection to one side in a tire axial direction.
 10. The tire according to claim 9, wherein the second sipe divides the first surface from the third surface, and extends from the intersection to the other side in the tire axial direction.
 11. The tire according to claim 4, wherein the third sipe divides the second surface from the third surface, and extends from the intersection to one side in a tire circumferential direction.
 12. The tire according to claim 11, wherein the first surface is defined on the other side in the tire circumferential direction of the first sipe and the second sipe.
 13. The tire according to claim 1, wherein at the intersection, an angle between the first sipe and the second sipe, an angle between the second sipe and the third sipe, and an angle between the first sipe and the third sipe are different from each other.
 14. The tire according to claim 1, wherein each of the first sipe, the second sipe, and the third sipe includes a portion that is bent at an angle of 90 degrees or more.
 15. The tire according to claim 1, wherein only the first sipe, the second sipe, and the third sipe are connected with the intersection.
 16. The tire according to claim 1, wherein each of depths of the first sipes, the second sipes, and the third sipes at the intersection is not less than 0.10 times and not more than 0.30 times each of depths of the shoulder main grooves.
 17. The tire according to claim 1, wherein the first sipe, the second sipe, and the third sipe are connected with edges of the ground contacting surface of the at least one crown block, and each of depths of edge-side end portions of the first sipe, the second sipe, and the third sipe is not less than 0.10 times and not more than 0.30 times each of depths of the shoulder main grooves.
 18. The tire according to claim 1, wherein a maximum depth of the first sipe, the second sipe, and the third sipe is not less than 0.60 times and not more than 0.90 times each of depths of the shoulder main grooves.
 19. The tire according to claim 1, wherein the first sipe, the second sipe, and the third sipe do not include a portion that is bent at an angle of less than 90 degrees.
 20. The tire according to claim 13, wherein the angle between the first sipe and the second sipe is 115 degrees or more and 150 degrees or less, the angle between the second sipe and the third sipe is 125 degrees or more and 155 degrees or less, and the angle between the first sipe and the third sipe is 80 degrees or more and 100 degrees or less. 